road-rail combined transport: a … · road-rail combined transport: a multimodal freight transport...

3rd Comcec Transport Working Group meeting

ROAD-RAIL COMBINED TRANSPORT: A MULTIMODAL FREIGHT TRANSPORT SUCCESS STORY

ANKARA 14 March 2014

Ralf-Charley SCHULTZE Director General

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UIRR | 3rd COMCEC Transport WG meeting

Contents 2

1. UIRR in brief: the industry association for Road-Rail Combined Transport

2. European Road-Rail Combined Transport: An MFT success story

3. Bosphorus Europe Express: A concrete example

4. Productivity enhancements


UIRR in a nutshell 3

Members: CT-Operators and Terminal-Operators (CT-train and terminal Operators are the link between road and rail)

Homogeneous interest of all members: shifting longer distance transports from pure-road to include electric rail

Role of logistics companies and road hauliers in UIRR: customers and shareholders of UIRR members

UIRR-members handled in 2012 about 50% of European road-rail Combined Transport UIRR was founded in 1970;

Liaison Office in Brussels since 1988


Structure of European Road-Rail Combined Transport 4


UIRR mission 5

An industry association which - enhances public understanding and appreciation of Road-Rail Combined Transport,

- facilitates the development and the proliferation of industry best practice, and

- provides support services to the daily operation of European Combined Transport.

E X P E R I E N C E

C O M P E T E N C E

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UP

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S


Contents 6






Combined Transport of UIRR Members: 1989 – 2012

One UIRR - consignment is equal to one truck capacity on the road (2.0 TEU).

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The average +7% y-o-y growth is

mainly due to dynamically

expanding border crossing traffic

From 1 million to about 3 million

consignments in 23 years


Components of successful road-rail Combined Transport 8

Level regulatory playing field for transport modes

Adequate infrastructure: railways and terminals

Intramodal competition (within the rail sector) to ensure competitiveness

Dynamic development of competitive and

sustainable road-rail Combined Transport


Regulation: Primary energy need and CO2 emissions of modes 9

Energy need of trains: 26% of trucks

Trains’ CO2 emission: 21% of trucks


Safety category Road Rail

Fatalities in 20091 35 000 34

Accident occurrences: (i) road1 and (ii) rail2 1 200 000 1152

Accident occurrences: (i) HGVs, (ii) freight trains

31 per 100M vkm2 1,05 per 100M vkm3

Accident externality cost of (i) HGVs on motorways, and (ii) trains

€68 667 per 100M tkm4 €238 per 100M tkm5

Regulation: Safety performance of modes 10

Road haulage is 30-times as accident

prone as rail

1 Source: EC EU transport in figures [2011] 2 Source: Alan C McKinnon at 2nd IRU/EU Road Transport Conference: “31 per 100M vkm” [2012] 3 Source: ERA 2011 Rail Safety report figure (tkm) converted to (HGV) vkm @ 30t/vehicle rate [2011] 4 Source: CE Delft IMPACT Study (internalisation handbook) converted into tkm @ 30t/vehicle rate [2008] 5 Source: CE Delft IMPACT Study (internalisation handbook) converted into tkm @ 800t/train rate [2008]


Regulation: Total external cost of modes 11

External costs of rail: 33% of road

Ro-Ro and smaller vessels perform worse

euros per 1000tkm w/o congestion


Regulation: Distance based eTolling 12


Regulation: Clear policy preference needed 13

User-pays

and

polluter-pays

principles

CO2 emissions

Energy efficiency

PM10 emissions

Oil dependency

Accidents: injuries and

fatalities

Congestion

Labour productivity

Road degradation


Infrastructure: European Rail Freight Corridors 14

A comprehensive network of nine European Rail Freight Corridors provide railway connection between more than 500 ports and transhipment terminals. Homogenity of the Corridors is guaranteed by law, as well as European interoperability standards (TSIs). The recently revised TEN-T Guidelines foresees the completion of necessary infrastructure upgrades by 2030.


Competition: Four Railway Packages of the European Union 15

Separation of rail infrastructure management from railway operations (passenger and freight services)

Free enterprise in railway operational services - competition in rail freight forwarding/traction

Independent train path allocation, transparent fee-setting and -collection

RU permits, safety certification and rolling stock/technology authorisation – rail market regulators, national safety authorities, independent accident investigators and certification bodies (NoBo’s) as well as the European Railway Agency

Ultimate aim:

De-politicise the railway sector to enable free competition, which improves customer focus, releases innovation and enables

continuous productivity improvements.


Combined Transport can do the job… 16

…if and where the framework conditions are right

Competition and transparency: level playingfield for the different modes

Recognition of freight: train path capacity allocation

Development of capacities: lines and terminals

Quality and accountability

Transalpine traffic through Switzerland 1984 – 2010


Contents 17






An example: the BOSPHORUS EUROPE EXPRESS 18

Partners: Kombiverkehr/AdriaKombi, MRCE Dispolok, Slovenian, Croatian, Serbian, Bulgarian and Turkish railways and infrastructure managers


Bosphorus Europe Express: success factors 19

+ STRENGTHS + Fast – with a single locomotive + Reliable – weather resistant + Safe + Secure - CHALLENGES −Railway line shortcomings: several border-crossings, line degradation, track

access charges −Cumbersome customs procedures – bureaucracy − Terminal capacities and charges − Interoperability shortcomings (signalling, languages) − Maximum allowed train length and gross weight


Bosphorus Europe Express: the big picture 20


Contents 21



3. Bophsorus Europe Express: A concrete example



Innovation: 45-foot rectangular swap-body 22

The same capacity as a standard semi-trailer

(33 europallets) in a swap-body

enabling efficient unacommpanied

forwarding -it will become legal

with the amendment of Directive 96/53/EC

expected soon

MAJOR PRODUCTIVITY

ENHANCEMENT IN UNACCOMPANIED

ROAD-RAIL COMBINED

TRANSPORT


Innovation: longer and heavier trains 23

750m long trains are aimed uniformly

throughout the Rail Freight Corridors, with

a second phase of 1500m targeted length.

Gross weight should

gradually be increased to 3,000-3,500t

eventually to be raised to 5,000t

on the same Corridors.


Innovation: uniform signalling system – ERTMS 24

ERTMS (European Rail Traffic Management System) should

be built out along the entire Rail Freight Corridor Network

ERTMS is a combination of

ETCS (European Train Control System) and

GSM-R which is the European railway comunication system.

THANK YOU For your attention

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